Since it first appeared in 1997, the Porsche Boxster has impressed with its balance, forgiving nature and straight-forward sheer drivability. It's my favorite Porsche model, and on just about everyone's short list of premium convertible sports cars.

The Cayman arrived in 2006. Though it shares some architecture with its big brother the 911, it's essentially the hardtop version of the Boxster.

Cayman rolls into its third generation on a new chassis with a longer wheelbase. The 2014 edition is about 60 lb. lighter than the outgoing model, thanks in part to increased use of aluminum (up to 44 percent of the body). While only .3 inches longer than the previous edition, the wheelbase is stretched 2.3 inches. The car's design follows the longer, lower cues. The windshield and backlight have been pulled flatter, and the body has essentially been shrink wrapped to the chassis. Overall, the new Cayman looks more aggressive and more exotic than before.

Fast looking, yes, and so too the driving. Caymans are equipped with a 2.7-liter, flat six engine. S versions like my test car are upgraded to a 3.4-liter six making 325 h.p. and 273 lb. ft. of torque (50 and 59 higher than the base engine, respectively). The standard transmission is a six-speed manual, and optional is a seven-speed PDK automatic ($3,200). My car was also equipped with the Sport Chrono package ($2,370).

So equipped, the Cayman S is capable of 0-60 times in the mid four-second range — faster than you can say Doppelkupplingsgetriebe (the full name of the transmission). Top speed is 174 mph. Power rollout is silky and bottomless. Paddle shifting response with the PDK is enjoyably quick, and even left in automatic, without Sport mode, the transmission is a marvel of snappy shifting. EPA estimates for fuel economy are 21/30 for the S with PDK. I managed 22 overall, though I can see where the higher numbers are possible. At 55 mph in 7th gear, the engine is loafing along at 1,500 rpm.

Press the Sport button, and you disable the economy features (coasting, engine start/stop), while ratcheting up the car's drivability. Throttle tip-in becomes more responsive, gear shifts get quicker and the car tells the stability control to lighten up a little. The electronic power steering is a near ideal blend of feedback and boost. Some Porsche purists argue that the former unit was more sensitive. Porsche's take is that the old setup provided TMI. I agree — wheel heft and reflexes will strike almost everyone as being spot on. With mid-engine balance, a finely tuned chassis, and electronics watching your back, the car is more than eager to iron flat the twistiest of roads. Handling is so good that it can be easily enjoyed at legal speeds — an attribute not to be underrated in a car like this. Simply lean into a long, winding on-ramp and the car feels "Velcroed" to the pavement. You feel your smile growing as the cars recede in your rear view mirror.

The interior came in for a major redesign for 2014. Ergonomics have been bumped up a notch, as has styling. The driver contends with 3/4 rear blind spots, and there's a fair amount of tire noise. The cabin is rather storage starved, pocket emptying possibilities are numerous, but small. Larger items mainly fit in the front trunk. Loading it is ergonomically challenging, but it holds 5.3 cubic feet, to go along with 9.7 in back.

Cayman is one of those cars in which one's budget is threatened with DBO (Death By Options). Our test car's base MSRP was $63,800, but to that was added some $26,870 in extras. I'll admit, it is a tempting, arm's length option sheet, so buyers are forewarned to bring as much self-control to the sales process as they can muster (unless, of course, finances aren't an issue — in which case, lay it on with a trowel). Among the extras on my car not previously noted: two-tone leather ($640, recommended), PDK ($3,200 — I can't spell Porsche's automatic, but I'd certainly recommend it) and Burmester Infotainment package ($6,520 great sound, but ouch!). Available but sadly not fitted to my car was the Sports exhaust system ($2,825). To me, this option should be near the top of anyone's list. Unless you have access to a race track or autocross (or you're just itching to be forcibly separated from your license), you'll rarely be able to sniff this car's performance potential. You can, however, appreciate the sounds it makes anytime. The Sport Exhaust system polishes the soundtrack that will be your driving partner every time you slide inside. Curiously absent from the option sheet — a rear view camera.

In the contained universe of sports cars, hardtops are traditionally aimed at serious drivers more than ragtops. To buy one is to forego the fun-in-the-sun experience, in favor of added stiffness and better driving dynamics. Cayman has accepted the role of the less flashy, more serious foil to Boxster with grace. However, with every generation, it steps further into its own space; an increasingly attractive alternative to the 911.

A regular contributor to the Times Union for more than 20 years, Dan Lyons is the award-winning author of six books, and photographer of over 150 calendars. Read Dan's recent reviews on line anytime at www.TimesUnion.com.